Vehicle drive mechanism



Dec. 8, 1959 B, w. KEESE ETAL VEHICLE DRIVE MECHANISM Original Filed July 21, 1950 4 Sheets-Sheet 1 3 JOHN E WmuAMs 8, 1959 B, w, KEESE ETAL 2,915,920

VEHICLE DRIVE MECHANISM Original Filed July 21, 1950 4 Sheets-Sheet 2 IN VENTORS BEVERLY W. Kaese JOHN E. WILUAMS ATTORNEYS Dec. 8, 1959 B, w, KEEsE ET AL 2,915,920

VEHICLE DRIVE MECHANISM original Filed July 21, 195o 4 sheets-sheet 4 INVENToRs' BEVERLY W. Kaese J'oHN E. WlLuAMs BV MWU M ATTORNEY-5 VEHICLE DRIVE MECHANISM Beverly W. Keese and .lohn E. Williams, (ishkosh, Wis.,

assignors to Rockwell-Standard Corporation, a corporation of Pennsylvania Original application July 21, 1950, Serial No. 175,146,

now Patent No. 2,751,798, dated June 26, 1959. vided and this application October 13, 1955, Serial No. 540,286

16 Claims. (Cl. 74-701) This invention relates to vehicle drive mechanisms and more particularly to such mechanisms for heavy duty farm combine machines wherein the parts are arranged in novel association for improved operating efliciency and availability for repair and replacement. This application is a division of application Serial No. 175,146, filed July 21, 1950 which has matured into United States Letters Patent No. 2,751,798, issued lune 26, 1956.

In many farm vehicles in use today, gear reduction housings are mounted near the wheels at opposite sides of the tractor or other machines. Our invention ernbodies an improved construction wherein stub axles for the wheels journalled in such housings are concentric with a sturdy load carrying frame cross tube which connects the outer gear reduction housings and also supports the drive axle and transmission units. A novel arrangement of intermediate gear reductions and other drive features are also embodied, including a novel belt drive tightening adjustment, all as will be pointed out in detail.

It is therefore a major object of our invention to provide a novel vehicle drive mechanism wherein the various gears and shafts are supported in special housing structures and in novel compact association for efficient operation and in case of availability for repair and replacement.

A further object of the invention is to provide a vehicle drive mechanism embodying a novel mounting of gear reduction housings on the frame. Pursuant to this object these housings are mounted on the frame to 1ocate the wheel stub axles substantially concentric with a sturdy frame cross tube.

A further object of the invention is to provide a novel vehicle drive mechanism having a spur gear double reduction between a variable speed transmission and a final drive axle assembly.

A further object of our invention is to provide a novel association of a first gear reduction housing and transmission housing wherein the former may be adjusted to tighten a belt and pulley drive to its input shaft.

It is a further object of the invention to provide a novel substitutable gear reduction arrangement in a farm Vehicle for relating the drive to different tire sizes to suit different traction and field conditions.

A further object of our invention is to provide in a vehicle, a novel disconnectable drive shaft arrangement for disabling the drive to the wheels when the vehicle is being towed.

Further objects of the invention will appear as the description proceeds in connection with the appended claims and the mnexed drawings wherein:

Figure 1 is a section along line 1-1 of the vehicle drive mechanism of Figure 2 illustrating the special support of the drive axle on the frame and the novel associated transmission and axle housing and gear arrangements of this embodiment of the invention;

Figure 2 is a side elevation of the drive mechanism as viewed from the right in Figure 1; v

Di-v

United States Patent() ICC Figure 3 is a side elevation of the drive mechanism viewed from the side opposite Figure 2;

Figure 4 is a fragmentary sectional view illustrating the drive gearing to the differential;

Figure 4A is a fragmentary sectional View taken sub stantially along the line lA-4A of Figure 4.

Figure 5 is a fragmentary sectional View illustrating further details of the transmission gearing;

Figure 6 is a side elevation of a drive mechanism according to a further embodiment of the invention; and

Figure 7 is a section along line 7--7 in Figure 6 illustrating the drive axle, transmission and support arrangements of the embodiment of Figure 6.

Referring now to Figures 1-5 wherein like reference characters indicate the same elements, the invention is illustrated in its preferred embodiment as incorporated in a farm combine wherein a transverse drive axle assembly 11 is mounted on a sturdy transverse cylindrical support tube 12. The drive axle assembly is drive connected at opposite ends to ground engaging wheels 13, and it is driven through a change speed transmission assembly 14 and suitable reduction gearing, the power from an engine drive shaft on the tractor hauling the combine being applied by a V-belt 15 to a pulley 16 operably connected to the transmission input, as will appear.

At its opposite ends, only one being shown in Figure 1, support tube 12 is smoothly ilared outwardly to provide a conical section terminating in a concentric iiange 17 having a flat vertical outer face 1S. An integral cast reduction gear housing 19 having an annular flat face adapted to seat on face 18 is removably secured to flange 17 as by studs or bolts 20. The lower end of housing 19 is open, and a closure 21 is bolted or otherwise removably secured thereon to enable access to the reduction gearing through the bottom of housing 19.

Thus cross tube 12 which carries the entire weight of the combine is rigidly conected at opposite ends to gear reduction housings 19. The final reduction gears in housings 19 are mounted in a single case structure thereby eliminating considerable machine work, locating dowels and the like.

Housing 19 is formed inwardly of its attachment to the support tube flange 17 with a web 22 having a central hollow boss 23. A suitable bearing assembly 24 within boss 23 supports the inner end of a wheel hub or stub shaft 25 that is supported near its outer end in a bearing assembly 26 mounted in a hollow boss 27 in the outer wall of housing 19 and concentric with boss 23 and tube 12. The inner end of boss 23 is closed by a cap 28 secured as by studs 29 upon an annular face 31 coplanar with ange face 1S.

Thus hub 25 is journalled in housing 19 and is concentric with tube 12. With hub 25 freely rotatably mounted in bearings 24 and 26, stud 32 is drawn tight to complete sub-assembly of the hub with housing 19 prior to mounting housing 19 on the support tube 12. At the other side of the combine the other wheel is mounted on a similarly journalled hub 25, both hubs 25 being concentric with the support tube.

Within housing 19 and about midway between bearings 24 and 26, a large spur gear 37 is splined or otherwise non-rotatably secured upon hub 25 at 38, a lock ring 39 preventing axial separation of gear 37 and hub 25. Gear 37 is constantly meshed within housing 19 with a smaller spur gear 41 rigid and preferably integral with a short shaft 42 that is supported by bearing assemblies 43 and 44 mounted on opposite walls of housing 19. Both bearings 43 and 44 are tapered roller bearings, and a grease seal 45 closes housing 19 about the inwardly projecting end of shaft 42. A suitable cap 46 tightly closes the outer wall of housing 19.

The axis of rotation of plane containing both axes. Web 22 and boss 23 are reenforced by a series of internal radial webs All integral withhousing 19.

The d riveaxle assembly 11 has anvenla'rged differential members .47 and 48 respectively. VA .spur gear riveted or otherwise rigidly securedto cage 51. ,'Withln, cage k5,1 vis mounted a conventional axle dierential umech-` anism comprising a spider 55 clamped between .the case halves, yand rotatable pinions 56 on .the `spider `meshed Y with side gears 57. The two side gears 57 are splined upon shafts 58 and `59 `that are .coaxial and-project oppositelyffrom the axle housing.

A housing end member 61 havin-g ,a hollow boss 62 coaxial-with shaft 58 is securedupon housing .member 47 to support a ball bearing assembly 63 foran ,intermediate portion of shaft 58. ,A suitable oil seal 64 surrounds shaft 58 where it emerges kfrom boss 62. VAs illustrated Ain Figures A1 and 3, housing .end member 6.1 is formed with a rearwardly projecting ,portion 'having an integral boss `65 in which is non-rotatably mounted a .pivot pin 66 for a brake operator to be later described. Apilot pin 67' which projects ,through member 61 vinto apcoacting bore in housing member 47 insures correct orientation 'of' pivot vpin 66 before members 61 and 47 are rigidly bolted together. l Y

i Coaxial shafts 42 .and 58 are .connected `by an intermediate coaxial shaftf. Shaft 42 is vconnecteditoshaft 67 vby a'n internally splined coupling sleeve .68 which bridgestheir adjacent splined ends, and a'diametral -pin 69 projects through sleeve 68 vbetween the shaft ends to prevent relative axial movement betweenthe shafts and sleeve.l `A second internally splined coupling sleeve 71 v bridges the adjacent splined ends of shafts 67 `and 58,

and a set screw 72 holds it against axial shift. Thus-shaft 58 is ldrive connected to shaft 42 at the'rwherel, and when the vehicle vis being towed lthis driverconnection may =be broken by pulling out pin 69 and sliding sleeve 68 to the right in Figure 1-to separate it from shaft 42. Moreover, by permitting some radial play in the splined connection between the sleeves Vand shafts, ,a limited universal drive connection is obtained Iat the coupling sleeves which compensates for possible small misalignments of shafts V`42 and Y58. n n Y A fbrake drum 73 is preferably pressed or otherwise non-rotatably secured on sleeve 7-1. AV brake Yshoe lassembly eomprisingan inner shoe 74 andan outer shoe'75 are pivotally connected at 76 and 7-7 respectively 'to an actuating ,crank arm '78, ythe outer ,shoe-75 being pivcted about axed axis onpin 66. A stop 80 rigid with the shaft 42 is parallel to that ofv hub 25, and is disposed inwardly of hub 25 in a horizontal axle housing limits movement of shoe 'r75 away fromthe Y drum. 'Ihis brakefassembly is substantially-thatof-Rosenberg Ylatent,2,239,97-7 .to which Vreference is -made forany needed detail. The entire brake drum may be removed for repair or replacer-nent merely `by sliding sleeve 71 out of splined engagement with the drive shaft -sectionsfY At theotherside ofthe combine, shaftg59is similarly connected to :the gear reductiontmechariism, so .that both wheels are driven through ,the dilferen'tialland Ythe-reduction gearings at 41, 37.' f I Y V'The axle housingasse'mblyll is mountedv on support Y tube 12 by means of two plate brackets 79 andf81.V Bracket 79`has'a cutaway portion 82'wh'ereby `itrtts upon and partly about support tube 12 land vitvis non-rotatably Y secured torsupport tube 12j`by welding-indicated at Referring to 'Figure' 3the rear end of bracketrplatee79 l n 2 to tover and be Welded to tube 12 and its rear end is bolted to housing member 48 at 86 as shown in Figure 2. It will be observed that, as shown in Figures 2 and 3, the axle assembly is rigidly supported just rearwardly of the support tube 12 with vthe axes of hubs 25 and rthe axle shafts all in a common'ho'rizontal plane. This mounting arrangement of the axle assembly protects it against striking tree stumps and other objects in the path of the combine as .these objects must rst clear the rigid support.

Support bar 12 also carries three spaced brackets 87,

preferably welded to it, that support suitable risers `toA members 47 and 48 extend upwardly todene a reduction gear chamber-88 above the differential portion, :the'upper part of rhousing member 47 having an integral 'top :wall 89 .that -is bolted to member48 in the plane indicated at50. Within lchamber :88, as shown in Figure 4, Vring'geai' 54 of'the differential is meshed with ka Vspurg-pinon '91 non- "rotatably `mounted on a short Vidlerzshaft-92 journalled-at opposite ends in suitable bearings '93 and '94 in housing members TV47 and 48 respectively. kA cap.`.9.5 secured V'to .housing member 47 -over the .end of shaft19 2 alsozhasinon- 'rotatably :mounted 4-thereon a Vbrake pivot pin 96 'forfa .purpose to -be described. The other endofshaft v92is -sealed by a `disc -97 -in an yaligned opening'inhousing kmember 48. Y j

Y A spur -gear 98 non-rotatablypsecured on shaft192 with- ,inhamber 88 is rmeshed with'a spur 4gear 9.9 thatis splined for -otherwise non-rotatably secured 4upon .the rend of a transmission output shaft =101 that `projects ,through chamber 88'and is-journalledlin'housingimember 47 by bearing assembly 102.` A collar :103 splined upon vthe .end of shaft 101 where it emerges from the housing is'lclamped .axially to shaft 101 `by the 'bolt ,and washerassembly at .104, and an emergency `orpparking brake drum `105 is secured upon collar 103V as by welding. A suitable'oil seal 10G-is provided ,around :collar 103 Where itlextends through housingmember 47. `We have ,thereby provided adouble reduction spur gear drive between the transmissionk o utput :and the Aaxle drive shafts, 'which is an entirely 4new and sturdyconstructonin such V.a vehicle. Abrake shoe assembly 107 like that on Vpinl6'6 -is pref- .erably Apivoted ron pin 96, fthe inner and outer -shoes 108 and 109 being Villustrated in Figure Tl, and this `shoe assembly similarly coacts with drum `105 and Lis'operated by an Vactuator (not shown) like .that1at/78. Y Y

A-xlexhousing member .48 is formed with an integral upwardly extending wall 112 that Vservesas'one-:end wall of the housing for transmission assembly l14-and'is "formed Wit'h-alaterallyV extending wall 113 that servesas the bottom wallzof the transmission' housing. Bottom-wall -113 turns ,upwardlyzto .provide an integral wallf114 parallel to wall.1;12'ffor7serving as the .other end wall ofthe trans- Ywall 5114 by the. tapered Gear-99 istixed against means `of afspacer 122cm one side and ak splined collariZS yandic'oacting groove and v snap riugat i124. -Collar Y123 extends through `a suitable'opening'in wall e112 ontaininganioil Yseal 124 sur- -rounding'the collar; f

Gears 125:V and '126, operated 1by-a fforkassembly .127

l. depending .from a conventionally operatedshifter rail 128, are slidably splined-.on shaft i101. The end o'f input supportedin a rradialV pilot Y coaxial transmission 'input i shaft 119 within the transmission housing is formed with an integral spur gear 129 adapted to mesh with an internal gear 131 on gear 126 when the latter is shifted to the right in Figure 1, to provide a direct drive to output shaft 101.

Referring to Figure 5, a counter shaft 132 parallel to shaft 101 is journalled at opposite ends in bearings 133 and 134 respectively in the end walls 112 and 114 of the transmission housing. Gears 135, 136, 137 and 138 of increasing size are rigid with shaft 132, gears 135 and 136 being integral with the shaft, and gears 137 and 138 being keyed to the shaft and axially held on it by a snap ring and groove at 139. Gear 138 is constantly in mesh with input shaft gear 129 so that countershaft 132 is continuously rotated. Thus gear 126 may be shifted to mesh gears 131 and 129 for direct drive as above pointed out, or may be meshed with gear 137 to provide lower speed drive of output shaft 101. A still lower speed drive is established by meshing gear 125 with gear 136, and where gear 125 is moved to the left in Figure 5 it is meshed with a reverse gear (not shown) but in mesh with gear 135.

A reduction gear housing 140 is mounted on a base plate 141 secured rigidly to the transmission housing as by bolts 142, and comprises a housing body 143 and a cover 144 secured to the body by bolts 145. As illustrated in Figure l, housing body member 143 is formed with a cylindrical bore 146 that ts rotatably upon a cylindrical boss 147 projecting outwardly from a ilat face 148 on plate 141. Bore 146 is formed with a continuous intemal recess that is semi-circular in cross-section, for

receiving a suitable packing 149. The plane of face 148 is perpendicular to the axes of shaft 119 which is coaxial with bore 146.. Plate 141 is recessed to receive and abut outer retainer ring of bearing 121.

The outer end of transmission input shaft 119 is mounted in a tapered roller bearing unit 150 in a bore 151 in housing cover 144. A spur gear 152 is splined non-rotatably and slidably on shaft 119 at 153 with the inner end of its hub in contact with a coiled compression spring 154 surrounding shaft 119 and seated on a shoulder 155 on shaft 119. A spacer ring 156 is mounted between the outer side of the hub of gear 152 and the inner race of bearing 150, and a nut 157 on the threaded reduced end of shaft 119 is drawn tight against the inner race of bearing 150. A threaded plug 158 seals the outer end of bore 151. Adjustment of nut 157 determines the tension on bearings 121 and 150.

Gear 152 is in constant mesh with a spur gear 159 splined upon the inner end of a shaft 161 parallel to shaft 119 and supported in a bearing 162 in a bore 163 in housing member 143. Bore 163 is closed near surface 148 by a pressed metal cap 164. Shaft 161 projects through a hollow boss 165 in cover 144, being supported by a bearing unit 166 and surrounded by an oil seal 167. Pulley 16 is non-rotatably secured to shaft 161. The axes of shafts 161, 119, 101, 67 and 42 lie substantially in a common vertical plane, and the axes of shafts 101, 119 and 132 lie on a common horizontal plane.

Housing 140 may be readily opened or even removed for repair and replacement of gears in the field.

Reduction gear housing 140 is mounted for rocking adjustment about the axis of boss 147. A series of rigid studs 168, 169, 171 and 172 project from plate 141 through arcuate slots 173, 174, 175 and 176 formed in lateral web extensions of housing body member 143. Nuts 177, 178, 179 and 181 mounted on the studs maintain the housing at a desired angular position of rotation about the axis of shaft 119. A threaded rod 182 projecting freely through a lug 183 rigid with housing body member 143 has an inner end boss 184 swiveled on stud 168 beneath nut 177 and above the web of body member 143. With nuts 177--181 loosened, a nut 180 on rod 182 and in contact with lug 183 is turned to swing housing 140 bodily and thereby tighten belt 15.

The illustrated construction provides an angular adjustment range of housing of 32 about the axis of shaft 119, merely by loosening nuts 177-181 and retightening them when the adjustment is complete. This adjustment is provided for the purpose of tightening the V-belt and pulley drive since it shifts shaft 161 and pulley 16 forwardly or rearwardly as desired. During this angular adjustment of housing 140, the gear 159 merely rolls along the periphery of gear 152 so that the drive relation remains unchanged.

Any suitable gear reduction may be provided at housing 140 simply by changing the gear pair 152, 159. In the illustrated embodiment this availability of several gear reduction ratios is made use of according to the size of the tires on wheels 13. For example, where l0 x 28 tires are employed, gear 159 has 25 teeth and gear 152 has 26 teeth, and a combination of gear 159 with 33 teeth and gear 152 with 18 teeth is used with 15" x 28 tires. Other gear pairs may be similarly correlated to the tire size in use.

Figures 6 and 7 illustrate a further embodiment of the invention having many features in common with Figures 1-5 but including different transmission input and output drive connections.

In this embodiment the cast reduction gear housings 19 are each removably secured upon'the ends of a tubular horizontal cross member 12, as by a welded ange 191 on tube 12 and studs 192 between the flange and housing. A stub shaft 193 is supported between bearings 24 and 26 in alignment with the axis of tube 12 and gear 37 is splined tightly on shaft 193 within housing 19. Wheel hub 194 is secured by a tapered spline connection 190 on the outer projecting end of shaft 193 and held thereon by a nut 195 threaded on the shaft end.

The axle assembly comprises two housing members 196 and 197 joined along a vertical plane indicated at 198 as by bolts 199. The differential cage assembly 51 is mounted in the axle assembly as in Figure 1. Housing members 196 and 197 extend to form walls of the transmission housing and an intermediate reduction gear chamber as in Figure 1 but are of somewhat different detailed construction.

Housing members 196 and 197 have rearwardly extending parallel walls 201 and 202 respectively serving as the side walls of a gear reduction chamber 203 having a top wall 204 integral with wall 201. A removable cover 205 closes an access opening in wall 204. Internally wall 201 is formed with inwardly projecting parallel webs 206 and 207. A pinion shaft 208 is journalled intermediate its ends in a bearing assembly 209 in web 207, this bearing being held in axially fixed position between a shoulder 211 and a removable retainer ring 212. The end of shaft 208 is supported in a bearing 213 in web 206, and the shaft is formed intermediate the webs with a bevel pinion 214 meshed with bevel ring gear 215 on the differential cage. The inner end of web 207 is braced against the inner surface of wall 202 and is enlarged at 216 to cover an aperture 217 leading into the transmission housing.

Within chamber 203 a bevel gear 218 is splined on shaft 208 and axially held between a spacer collar 219 and nut 221. Gear 218 is meshed with a bevel gear 222 xed upon the splined transmission output shaft 223 which extends through chamber 203 to be supported in a bearing 224 in wall 201. The gear pairs 222, 218, and 214, 215 thus provide a double reduction drive between the transmission and differential. A removable cap 225 is mounted over the shaft end and bearing assembly. The hub of gear 222 is mounted in a bearing 226 in a collar 227 piloted in a suitable opening in wall 202.

The transmission housing in this embodiment is chiey an integral casting with wall 202 serving as one end wall. The bottom wall 228 which is a lateral extension of housing member 197, the other end wall 229 which is parallel to wall 202, top wall231 and the side ami-5,920

"ber 197.

Thus a common feature between the Figures 1 and '7 embodiments is that the transmission housing, Vexcept'for ycover 115, is cast integral with one half of the axle yltousing members. In Figure 7, the axle drive shaft 59 ex- :tends through ythe lowerendof the transmission housing, being supported in a bearing 232 ina removable Vcollar k233 in wall 229.

Within the transmission housing gears V125 and 126 are 'slidably splinedY on shaft 223 which is similar to shaft 101, and coact with the various gears on counter Yshaft132 as in the embodiment of Figures 'l-5.

.The ,first reduction gear housing 234 is secured upon transmission housing wall 229 .as by bolts 235, and it .provides a two speed input to the transmission. It provides a .very low added speed reduction without increasing the wheel Vbase of the vehicle. A short shaft V236, corresponding to shaft 119 of Figure 1 and formed with Agears 129 like shaft 119, supports the inner end of` shaft 223 Vin Vbearing l118. Shaft 236 is splined at 237 for slidably mounting a gear 238. VThe outer end of shaft 236 is piloted in a bearing 239 in afrinput shaft `-241 mounted in bearing 242 in the outer Wall ofhousing234. 25

The inner end of shaft 241 is formed with clutch teeth 243, ffor mesh with clutch teeth 244 Yon gear 238, 4and a spur ,gear 245 in constant mesh with a spur gear 246 which is integral with a smaller gear V247 and idlyrotatable on a shaft'248 'fixed to ;housing 234. Shaft 241 is i driven by a belt and pulley arrangement as in the earlier embodiment. With the gears in the position of Figure 7, shaft 236 is driven ata reduced or so-called Creeper speed byV shaft 241-,and gears .245, 246, 247 and 238. When gear 238 is shifted to mesh clutch teeth 243 and 244, shafts 241and 236 are .locked in direct drive. Gear 238 is shifted ,by a suitable rock llever 249 connected by mechanism (not shown) to groove 251 ongear 238. Where a Creeper gear ratio is not desired, housing .234

and the shafts 241 and 248 and associated'gears Vmay be omitted and shaft 236 .driven directly las in Figure 1.

`Shafts 67, 223 and 241 lie substantially lin a common horizontal plane .on `opposite sides of a verticalplane .through the axis of stub shaft 193, to -provide a balanced weight on the cross tube 12. v

The invention may be-embodied in other specific form without departing from the spirit or essential characteristics thereof. The present embodiments are therefore to be -considered in all respects as illustrative and not restrictive, the scope .of the invention being indicated by theappended claims rather thanV by the foregoing'vdescription, and all changes which come within the meaning ,and range of equivalency of the claims are therefore intended to be :embraced therein.

What is'claimed and desired kto States Letters Patent is: j

l. Ina vehicle, a framehaving a vehicle `superstructure load bearing cross member, gear reduction housbe secured by United fferentially drive connecting theoutput of said transmission mechanism to Vsaid drive shaft assemblies, the entire-weight of said transmission mechanism and 'housing and of said axle being supported directly by said frame cross member. n

2. In the vehicle defined in claim 1, said drive shaft assemblies having readily disconnectable couplings located intermediate said axle housing structure and said gear reduction housings for disabling the drive to the Wheels. Y j f 3. vIn ya vehicle, a iframe having a vehicle superstructure load bearing cross member, gear reduction housings rigidly `secured on opposite ends of said member, Wheel yconnected stub shafts mounted on .and projecting outwardly from said housings, a transverse drive axle'housing rigidly mounted upon said cross member inwardly spaced from said gear reduction housings, differentially driven axle shafts extending oppositelyV from said axle housing, shafts journalled in said gear reduction housings in alignment with said driven axle shafts and projecting from said gear reduction housings toward said driven axle shafts, reduction kgearing interconnecting the shafts within each gear reduction housing, and coupling sleeves located intermediate the gear reduction housings and the axle housing connecting the adjacent ends of said aligned shafts, said sleeves being axially slidable for disabling the drive to the Wheels, the entire weight of said axle yhousing being supported by said frame cross member.

vsion housing foradjustment'about the axis of said trans- .mission input shaft to tighten the belt on the pulley, said reduction gearing being so arranged with respect to the axis `of said transmission input shaft as to maintain unchanged transmission of powerbetween said shafts regardless of the relative positions .of ysaid housings, and

' .meanslocking said adjustment at ,any selected one of a ings rigidly secured on opposite `ends of said member,

wheel drive shafts `journalled in vand on said housings and projecting longitudinally outwardly therefrom, .means n the outer ends of each -said Wheel-drive vshaft exter,

nally lof said housings for rigidly attaching .ground engaging Wheels to'said shafts, reduction gearin'ginsaid housings connected to Ysaid shafts, said housings-completely enclosing fsaid reduction gearing and, said Wheel .driveshafts except the ,projecting outer ends ofthe latter,

`a drive axle having'housing structure lrigidly mounted on said kcross member inwardly spaced from said-gear reduction housings, oppositely extending drive shaft assemblies in said drive `axle substantially parallel |with said VVcrossgmember and projecting intosaid lgear reduction housings 'for connection-to said reduction gearing, a varilof said member, Wheel connected .drivershafts journalled able speed transmission housing rigid with said drive axle j housing structure, variable speed transmission mechplurality of discrete rotative 'positions of said reduction gear housing on said transmission housing.

v5. In a vehicle, a transverse drive axle containing a diferentialrmecha'nism, wheel connected 'stub shafts at opposite sides of the-vehicle and gear Vreductionrmechanism connecting said shafts to said differential mechanism, a variable speed transmissionV embodying selectively shiftable gearing and having an output shaft and an input Vs'haft,.all of said shafts being parallel and extending transversely of saidl vehicle, and a double reduction drive gearing connection between said output shaft Aand said differential mechanism, said double reduction gearing connection'comprising anidler shaft' parallel to A said other shafts, spaced spur gears on said idler shaft, a Ispur Vgear'on the transmission output shaft constantly meshed with one vof said spaced spur gears, `and a spur gear on the differential mechanism constantly meshed 4with'the other of said spaced, spur gears.

6v. In a-veliicle, a frame comprising a-transverse rigid vehicle superstructure Vload bearing cross member, gear reduction housings rigidlyrsecured upon oppositeends in vand on said housings, a separate transverse drive axle assembly spaced from said4 cross member and disposed at substantiallyy the same level horizontally and comprising an axle housing section spaced inwardlyY from said i gear reduction housings, means mounting and supporting said axle assembly on said cross Vmember comprising means `rigidly connecting'the cross member and said axle housing section,

rigidly mounted on andabove said axle housing section,

a variable speedrtransmission housingl transmission mechanism in said transmission housing, and drive transmitting mechanism mounted on said drive axle assembly operably connected between the transmission mechanism and the wheel drive shafts, the entire weight of said transmission mechanism and housing and of said axle assembly being supported by said frame cross member.

7. In a vehicle, a frame comprising a rigid vehicle superstructure load bearing cross member, gear reduction housings rigidly secured on opposite ends of said member, wheel connected drive shafts journalled in and on said housings, a transverse drive axle assembly distinct from said cross member rigidly mounted on said cross member and extending substantially parallel thereto, a variable speed transmission assembly rigidly mounted on said drive axle assembly, said drive axle and transmission assemblies being mounted above said cross member and on opposite sides of a transverse vertical plane containing the axes of ysaid shafts, and drive transmitting mechanism mounted on said drive axle assembly operably connected between said transmission assembly and said wheel drive shafts, the entire weight of said drive axle and transmission assemblies being supported by said frame cross member.

8. In a vehicle, a frame comprising a rigid vehicle superstructure load bearing cross member, gear reduction housings rigidly secured on opposite ends of said member, wheel connected drive shafts journalled on and projecting outwardly of said housings in substantial alignment with said cross member, a transverse drive axle housing spaced from said cross member rigidly mounted on said cross member and having an enlarged intermediate differential portion, differential mechanism within said housing, axle shafts connected to said diiferential mechanism and extending parallel to said cross member and into said gear reduction housings for connection with the reduction gearing therein, a variable speed transmisysion housing rigidly mounted on and above said drive axle housing and containing speed changing mechanism, and double reduction gearing interconnecting the output of said transmission mechanism to said differential mechanism, the entire weight of said transmission housing, said transmission mechanism, said `double reduction gearing and of said drive axle housing being supported by said frame cross member.

9. In a vehicle, a frame comprising a rigid cross tube extending from side to side in the vehicle, reduction gear housings secured rigidly upon the ends of said cross tube, wheel drive stub shafts journalled in and on said gear housing substantially concentrically with said tube, reduction drive gearing in said gear housings connected to said shafts, a transverse drive axle housing rigidly secured upon said cross tube intermediate its ends, drive axle shafts extending from said axle housing into said gear reduction housings in spaced relation and parallel to ysaid cross tube, a variable speed transmission housing rigidly mounted upon and above said axle housing and containing variable speed mechanism, and drive gearing between said transmission mechanism and said axle shafts, the entire weight of said transmission housing and transmission mechanism and of said drive axle housing being supported by said cross tube.

10. In a driving mechanism adapted to drive a vehicle at a slow speed from a prime mover normally operating at a relatively high speed; vehicle drive wheels; a support for the drive fwheels arranged transversely of the vehicle; a differential rearward of said support and connected to Idrive said wheels; and a change speed transmission mounted directly above said differential and connected to drive said differential.

l1. In a driving mechanism adapted to drive a vehicle at a slow speed from a prime mover normally operating at a relatively high speed; vehicle drive wheels; a support for the drive wheels arranged transversely of the vehicle; a differential rearward of said support and connected to drive said wheel-s; a change speed transmission mounted directly above said differential and connected to drive said differential; and a prime mover driven member coaxial with the input shaft of said transmission.

12. In the mechanism described in claim 11, a gearbox on each end of said drive wheel support, each including a rotatable stub axle shaft for a wheel, and input and driving gears for said stub axle shafts; drive shafts rearward of said support and connecting said differential to said input gears, and disconnect means in each of said drive shafts to separately disconnect the differential from each wheel.

13. In the mechanism described in claim 12, each said drive shaft including two coaxial portions externally splined at their adjacent ends and an internally splined sleeve connecting said splined shaft portions.

14. In the device described in claim 13 each said internally splined sleeve having an integral brake drum, and brake shoe means engageable with said drum for braking the vehicle.

15. In a vehicle, a frame having a rigid cross tube enlarged at op-poiste ends, a differential mechanism housing rigidly mounted on and supported by said tube intermediate said ends, enlarged reduction gear housings rigidly secured upon the enlarged ends of said cross tube and adapted to support said tube therebetween, each such housing having a section extending across the tube end, a stub shaft rotatably mounted on a bearing on said housing section substantially concentric with said tube in each gear reduction housing and projecting longitudinally externally of its said housing, said stub shafts when wheel equipped being operative to support said housings, a vehicle wheel drive connection on each said stub shaft outside the gear reduction housings, reduction gearing in said reduction gear housings, and differentially driven axle shafts extending in spaced parallel relation to said cross tube from said differential housing into operative connection with said reduction gearing the entire weight of said differential mechanism housing being supported directly on said cross tube.

16. In the vehicle defined in claim 15, said differential housing being at about the same horizontal level as said cross tube, and a variable speed transmission housing mounted on and directly above said differential housmg.

References Cited in the file of this patent UNITED STATES PATENTS 675,765 Gibbs Sept. 11, 1900 797,694 Knox Aug. 22, 1905 1,032,517 Torbensen July 16, 1912 1,374,947 Newhouse Apr. 19, 1921 2,345,351 Maxon et al. Mar. 28, 1944 2,506,999 De La Rosa et al May 9, 1950 2,647,597 Keese Aug. 4, 1953 FOREIGN PATENTS 475,166 Great Britain Nov. 15, 1937 

